Patent Application
20110277709
The present description relates to a system for supplying pressurized air to an internal combustion engine. The system may be useful for improving engine balance and reducing engine assembly costs.
Engines may be supercharged to improve engine performance and to extend the dynamic operating range of the engine. Superchargers pressurize air entering the engine by way of a compressor, thereby increasing the amount of air available to the engine. The compressor of a supercharger may be configured with meshing lobes or a centrifugal pump. In U.S. Pat. No. 6,227,179 a supercharger is coupled to engine cylinder heads by way of intake passages that are fed air from an intercooler located downstream of the supercharger. The described supercharger is purported to offer ease of assembly, small packaging, and nimble response. However, bolting a supercharger to the top of an engine may result in alignment issues between the compressor pulley and the engine drive pulley. As such, the compressor may degrade engine balance. Further, coupling the compressor above and away from the engine may limit engine speed since the effective engine inertia is increased by moving the rotating mass away from the crankshaft. Further still, it appears that hoses are required to supply coolant to the intercooler thereby increasing the possibility for developing a coolant leak.
The inventor herein has recognized the above-mentioned disadvantages and has developed a system for improving a supercharged engine.
One embodiment of the present description includes a system, comprising: an engine block having a plurality of cylinders for housing a plurality of pistons, said engine block contiguous with at least a portion of a supercharger air compressor housing, said supercharger air compressor housing having an inlet for fresh air and an outlet that provides compressed air to cylinders in said cylinder block; and a cylinder head receiving air from said supercharger air compressor housing.
By forming at least a portion of a supercharger air compressor housing from an engine block, it may be possible to improve engine balance, reduce engine inertia, and lower the possibility of coolant leaks. For example, a supercharger constructed in the valley of a V engine may reduce engine inertia, lower engine assembly cost, improve engine balance, and reduce the number of engine hose connections. In one example, the rotors or scrolls of a supercharger may be placed in the valley of a V engine between engine cylinders. Moving the compressor scrolls closer to the engine crankshaft can reduce engine inertia and improve engine balance since the compressor scroll mass is located closer to the rotational mass of the crankshaft. In addition, when an intercooler coupled to the compressor housing is supplied coolant from the engine block or cylinder heads, the number of hose connections of the engine may be reduced, thereby reducing the possibility of coolant leaks.
The present description may provide several advantages. For example, the approach may reduce engine inertia and improve engine balance. Further, the approach may reduce the possibility of coolant leaks. Further still, the approach may reduce engine costs since the supercharger can be machined at the same time that the engine block is being machined.
The above advantages and other advantages, and features of the present description will be readily apparent from the following Detailed Description when taken alone or in connection with the accompanying drawings.
It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.
The advantages described herein will be more fully understood by reading an example of an embodiment, referred to herein as the Detailed Description, when taken alone or with reference to the drawings, where:
The present description is related to an engine block with a compressor housing. In one non-limiting example, the engine block may be configured as illustrated in
Air travels through intake passage 140 and encounters throttle 149 before entering intake passage 149. In some examples, intake passage 149 may part of engine block 101. Air entering intake passage 149 is directed into the bottom of compressor housing 36. At least a portion of compressor housing 36 is an integral portion of engine block 101. Compressor lobes or scrolls 35 compress air before directing air to intercooler 55. Compressor lobes separate an upper section of compressor 37 from a lower section of compressor 37. The lower section of compressor 37 contains uncompressed air for supplying engine cylinders. The upper section of compressor 37 may contain air compressed by scrolls 35. Air from compressor 37 is directed to intercooler 55 and then to intake manifold 160 before entering engine cylinders 20A and 20B. Intake manifold 58 may include an intake manifold pressure sensor (not shown) and/or an intake manifold temperature sensor (not shown), each in communication with control system 190. Intake passage 149 can include also include a pressure sensor. The position of throttle 158 can be adjusted by control system 190 via throttle actuator 157 communicatively coupled to control system 190. A bypass valve may be included between intake passage 149 and intake manifold 160 to bypass compressor 37. Thus, throttle 158 is positioned upstream of compressor 37. Further, compressor 37 is located upstream of intercooler 55, and intercooler 55 is located upstream of intake manifold 58.
Engine 110 may include a plurality of cylinders two of which are shown in
Cylinder 20A can further include at least one intake valve 40A actuated via an intake valve actuator 42A and at least one exhaust valve 50A actuated via an exhaust valve actuator 52A as part of cylinder head 105. Cylinder 20A can include two or more intake valves and/or two or more exhaust valves along with associated valve actuators. In this particular example, actuators 42A and 52A are configured as cam actuators, however, in other examples, electromagnetic valve actuators (EVA) may be utilized. Intake valve actuator 42A can be operated to open and close intake valve 40A to admit intake air into combustion chamber 22A via intake manifold 58. Similarly, exhaust valve actuator 52A can be operated to open and close exhaust valve 50A to exhaust products of combustion from combustion chamber 22A into exhaust passage 166. In this way, intake air may be supplied to combustion chamber 22A via intake manifold 58 and products of combustion may be exhausted from combustion chamber 22A via exhaust passage 166.
It should be appreciated that cylinder 20B or other cylinders of engine 110 can include the same or similar components of cylinder 20A as described above. For example, fuel injector 60B, intake valve actuator 42B, and exhaust valve actuator 52B. Thus, intake air may be supplied to combustion chamber 22B via intake manifold 58 and products of combustion may be exhausted from combustion cylinder 20B via exhaust passage 168. Note that in some examples a first bank of cylinders including cylinder 20A as well as other cylinders can exhaust products of combustion via a common exhaust passage 166 and a second bank of cylinders including cylinder 20B as well as other cylinders can exhaust products of combustion via a common exhaust passage 168. Further, oil pan 103 is coupled to engine block 101 for holding oil supplied to lubricate cylinders 20A and 20B.
Products of combustion that are exhausted by engine 110 via exhaust passage 166 can be directed to atmosphere via exhaust passage 166. Exhaust passage 166 may include an exhaust aftertreatment device such as catalyst 174, and one or more exhaust gas sensors indicated at 184 and 185, for example. Similarly, products of combustion exhaust by one or more cylinders via exhaust passage 168 can be directed to ambient. Exhaust passage 168 may include an exhaust aftertreatment device such as catalyst 176, and one or more exhaust gas sensors indicated at 186 and 187, for example. Exhaust gas sensors 184, 185, 186, and/or 187 can communicate with control system 190.
Engine system 100 can include various other sensors. For example, at least one of intake passages 140 can include a mass air flow sensor (not shown). A mass airflow sensor may include, as one example, a hot wire anemometer or other suitable device for measuring mass flowrate of the intake air.
Control system 190 can include one or more controllers configured to communicate with the various sensors and actuators described herein. As one example, control system 190 can include at least one electronic controller comprising one or more of the following: an input/output interface for sending and receive electronic signals with the various sensors and actuators, a central processing unit, memory such as random accessible memory (RAM), read-only memory (ROM), keep alive memory (KAM), each of which can communicate via a data bus. Control system 190 may include a proportional-integral-derivative (PID) controller in some examples. However, it should be appreciated that other suitable controllers may be used as can be appreciated by one skilled in the art in light of the present disclosure.
Control system 190 can be configured to vary one or more operating parameters of the engine on an individual cylinder basis. For example, the control system can adjust valve timing by utilizing a variable cam timing (VCT) actuator, spark timing by varying the time at which the spark signal is provided to the spark plug, and/or fuel injection timing and amount by varying the pulse width of the fuel injection signal that is provided to the fuel injector by the control system. Thus, at least the spark timing, valve timing, and fuel injection timing can be actuated by the control system.
Referring now to
A first side of engine block wall 206 is comprised of material that is continuous with material comprising engine cylinder 202 and crankshaft journal bearing support 230. A second side of engine block wall 206 includes a portion of the wall that is at least a portion of an inside wall of air compressor 37. Thus, engine block wall 206 is at least a portion of a housing of air compressor 37. Engine block wall 206 extends from the bottom of the intersection of engine cylinder banks (e.g., the bottom of the V between engine cylinders) to cylinder deck 220. Thus, compressor 37 shares a portion of engine block wall 206 with engine block material that supports a wall of cylinder 202. A cylinder head (not shown) is coupled to cylinder deck 220.
Similarly, a first side of engine block wall 208 is comprised of material that is continuous with material comprising engine cylinder 204. A second side of engine block wall 208 is at least a portion of an inside wall of compressor 37. Thus, engine block wall 208 is at least a portion of a housing of air compressor 37. In addition, engine block wall 206 and engine block wall 208 are part of a continuous piece of material forming engine block 101. Thus, engine block wall 208 is at least a portion of a housing of air compressor 37. Engine block wall 208 also extends from the bottom of the intersection of engine cylinder banks (e.g., the bottom of the V between engine cylinders) to cylinder deck 222. A cylinder head (not shown) is coupled to cylinder deck 220.
Engine block wall 208 may also include a machined surface 212 on the inside of compressor 37 for sealing a lower section of the compressor housing from an upper section of compressor housing. Compressor lobes, scrolls, or rotors (not shown) and machined surface 212 seal a lower chamber of a housing of compressor 37 from an upper housing of compressor 37 that may contain pressurized air.
In this example, the housing of compressor 37 includes a span 218 that links an area of engine block 101 between engine block wall 206 and engine block wall 208. Span 218 is made of material that is continuous with material of engine block wall 206 and engine block wall 208. Span 218 encloses an area between engine block wall 206 and engine block wall 208 enclosing an area formed by part of a housing of compressor 37. Span 218 also includes an outlet opening 210 for transferring compressed air from compressor 37 to an intercooler (not shown).
When compressor is completely assembled one or more rotors or scrolls (not shown) may be included as part of compressor 37. Further, a front plate and a rear plate may be coupled to engine block 101 to seal a housing of compressor 37. In an alternative embodiment, a front and rear section may be a continuous part of engine block 101. The rotors or scrolls may be mounted to the front and rear plates such that the rotors can rotate within compressor 37 and move air from a lower section of compressor 37 (e.g., an area below the compressor scrolls) to an upper section of compressor 37 (e.g., an area above the compressor scrolls). The rotors may be driven by a chain from the crankshaft or by a gear set coupling the rotors to the crankshaft. Further, machining of surfaces 212 and 216 as well as rotor mounting journal supports may be referenced from engine block datum points.
Engine block 101 also includes port 232 for evacuating gases from the engine crankcase. Flow from the engine crankcase is regulated by crankcase ventilation valve 234. Thus, the engine crankcase can be ventilated directly to the compressor without the gases exiting the boundary of the engine. Ventilation valve 234 may be controlled mechanically or by a controller.
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It should also be mentioned that the engine block of
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Thus, the present description provides for a system, comprising: an engine block having a plurality of cylinders for housing a plurality of pistons, said engine block contiguous with at least a portion of a supercharger air compressor housing, said supercharger air compressor housing having an inlet for fresh air and an outlet that provides compressed air to cylinders in said engine block; and a cylinder head receiving air from said supercharger air compressor housing. The system where said engine cylinder block includes at least one boss for coupling a compressor scroll or rotor to said engine cylinder block and where said cylinder head is at least one cylinder head coupled to said engine block. The system further comprising an intercooler coupled to said engine cylinder block, said intercooler located above said compressor scroll or rotor. The system where said engine cylinder block is a V type engine block. The system where said at least a portion of said compressor housing is located in between cylinder in the valley of the V engine. The system where said supercharger air compressor housing includes a front cover coupled to said engine block, said front cover positioned in a vertical orientation with respect to a position of said engine block in a vehicle.
The present description also provides for a system, comprising: an engine cylinder block having a plurality of cylinders for housing a plurality of pistons, said engine cylinder block contiguous with at least a portion of a supercharger air compressor housing, said air compressor housing including at least one at least partially machined surface for accommodating a compressor rotor or scroll; and at least one cylinder head coupled to said engine cylinder block. The system where said at least one at least partially machined surface is inside said compressor housing and where said at least one compressor rotor or scroll is driven by a crankshaft, said crankshaft coupled to said engine cylinder block. The system further comprising a port for inducting gases from a crankcase to said air compressor housing, said crankcase at least partially formed by said engine block, and an oil separator positioned along said port. The system further comprising a front cover coupled to said engine block, said front cover positioned in a vertical orientation with respect to a mounting position of said engine block in a vehicle. The system further comprising an intercooler coupled to said engine cylinder block, said intercooler located above said compressor scroll or rotor, said intercooler in communication with at least a coolant passage of said engine cylinder block or with a cylinder head coupled to said cylinder block. The system where said at least one at least partially machined surface is machined in referenced to a datum of said engine cylinder block. The system further including a manifold directing compressed air from said intercooler to said cylinder head.
The present description further provides for a system, comprising: an engine cylinder block having a plurality of cylinders for housing a plurality of pistons, said engine cylinder block contiguous with at least a portion of a supercharger air compressor housing; an intake manifold in communication with said supercharger air compressor housing; and an intercooler positioned in an air path downstream of said supercharger air compressor housing and upstream of said intake manifold. The system of where said intercooler is coupled to said engine cylinder block and said intake manifold. The system where said engine cylinder block is a V type cylinder block. The system where said at intercooler is positioned in the valley of said V type cylinder block. The system where at least one compressor rotor or scroll is located within said supercharger compressor housing and where said at least one compressor rotor or scroll is driven by a crankshaft or a camshaft, said crankshaft coupled to said engine cylinder block said camshaft coupled to a cylinder head. The system where said intercooler is in communication with at least a coolant passage of said engine cylinder block. The system where said intake manifold includes a port for bypassing said supercharger air compressor housing and said intercooler.
It should be appreciated that the engine configurations illustrated by
Referring now to
At 804, routine 800 judges whether or not to direct fresh air around the compressor integrated into the cylinder block. Air may bypass the compressor by directing air from an air duct located upstream of the compressor to the intake manifold. Routine 800 judges whether or not to bypass the compressor in response to operating conditions of the engine. In one example, air can bypass the compressor when the position of a throttle is less than a predetermined amount or when engine load is less than a predetermined amount. Routine 800 proceeds to 806 when it is judged desirable to pressurize fresh air entering the engine. Otherwise, routine 800 proceeds to exit.
At 806, routine 800 judges whether or not to evacuate the crankcase of gases. Crankcase gases may include a mixture of air and hydrocarbons. Air may enter the engine crankcase when small amounts of cylinder charge pass the engine pistons and rings. Hydrocarbons in the engine crankcase may come from engine oil or from portions of cylinder charge that pass engine pistons. In one example, gases from the crankcase are routed from the crankcase to the compressor when engine load exceeds a predetermined threshold load amount. Since the compressor is a contiguous portion of the engine block, crankcase gases can be evacuated without the gases exiting the engine block. Routine 800 proceeds to 808 if it is judged not to evacuate gases from the engine crankcase. Routine 800 proceeds to 816 if it is judged to evacuate gases from the engine crankcase.
At 816, routine pulls gases from the engine crankcase. In one example, a crankcase ventilation valve is opened so that gases pass through a wall of an engine block that separates the engine crankcase and the compressor low pressure chamber. Further, in one example, the compressor low pressure chamber is part of a contiguous engine block. Routine 800 proceeds to 808 after the evacuation of crankcase gases begins.
At 808, routine 800 compresses air from within the engine block. In one example, air contained in a valley area of a V type engine is compressed by a compressor having a housing that is at least partially part of a continuous engine block. The compressor includes scrolls or lobes for pressurizing air that enters the engine block. Routine 800 proceeds to 810 after pressurizing air from the engine block.
At 810, routine routes compressed air through an intercooler. In one example, the intercooler may be coupled to the sides of an engine block and above a compressor, the compressor located in the valley of the engine. Routine 800 proceeds to 812 after fresh air is routed to the intercooler.
At 812, routine 800 cools compressed air with engine coolant from the engine block. In one example, coolant is passed directly from the engine block to the intercooler without any intermediate hoses or connections by coupling the intercooler to the engine block and aligning engine block coolant ports with coolant ports located on the intercooler. Routine 800 proceeds to 814 after compressed air is cooled with engine coolant.
At 814, engine cylinders are supplied with cooled compressed air. In one example, an intake manifold routes air from an intercooler to engine cylinders. In particular, an outlet port of an intercooler is mated to an inlet port of an intake manifold, and the intake manifold outlet ports are mated to intake ports of a cylinder head. In this way, cooled compressed air is routed from an intercooler to engine cylinders. Additionally, the intake manifold may be in the same plane as the cylinder head air inlets so that the intake runners of the intake manifold are horizontal. Routine 800 proceeds to exit.
As will be appreciated by one of ordinary skill in the art, routines described in
This concludes the description. The reading of it by those skilled in the art would bring to mind many alterations and modifications without departing from the spirit and the scope of the description. For example, I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas, gasoline, diesel, or alternative fuel configurations could use the present description to advantage.
